Magnetic valve for railway-train controls



Aug. 4, 1925. 1,548,593

H. s. FOLKER,

MAGNETIC VALVEFOR RAILWAY TRAIN CONTROLS Filed FeB. v, 1923 5 Sheets-Sheet 1 INVENTOR //0W.4RD 5- FOLK-ER A; ATTORNEY Aug. 4, 1925.

H. S. FOLKER MAGNETIC VALVE FOR RAILWAY TRAIN CONTROLS Filed Feb. 1923 5 Sheets-Sheet 2 Aug- 4, 1925. 1,548,593

H. S. FOLKER MAGNETIC VALVE FOR RAILWAY TRAIN CONTROLS Filed Feb. '7, 1925 5 Sheets-Sheet 3 4 i l mu V g? Jim: nwlmeiiiw mw;

r 1 4 1; II I" HIL,

INVENTOR HOW/"PD .5. FOL KER v f B.Y /I/FIJZM 4;, ATTORNEY/ Aug. 4, 1925.

H. S. FOLKER MAGNETIC VALVE FOR RAILWAY TRAIN CONTROLS Filed Feb. 7, 1923 5 Sheets-Sheet 4 /N VENTOR How/m0 5. F LKER Aug. 4, 1925.

1,548,593 H. s. FOLKER v MAGNETIC VALVE FOR RAILWAY TRAIN CONTROLS Filed Feb. '7, 1923 5 Sheets-Sheet 5 I O Q :i i:

INVENTOR HowniPD 5. F04 KER I/ALTTOILQNIE/Y Patented Aug. 4., 1925 eras H'OIE ARD S. "EOLKEE, 0F MILL VALLEY, CALIFORNIA, ASSIGNOR TO THE NATIONAL SAFETY APPLIANCE COMPANY, OF SAN FRANCISCO, CALIFORNIA, A. CORPORATION OF CALIFORNIA.

MAGNETIC VALVE FOR RAILWAY-TRAIN CONTROLS.

Application filed February 7, 1923. Serial No. 617,552.

To all whom it may concern:

Be it known that I, HOWARD S. FOLKER, a citizen of the United States, and a resident of Mill Valley, county of Marin, State of California, have invented certain new and useful Improvements in Magnetic Valves for Railway- Train Controls, of which the following is a specification.

This invention relates to improvements in train control mechanism for use on railways and to that kind of mechanism in which there is provided magnetic means fixed on the roadbed co-operating with the magnetic means carried by the railway locomotive or other railway vehicle, by means of which when one magnet is in the field of the other a pneumatic train stop device is operated to cause the application of the brakes, and.

also, if desired, to give an audible signal to the engineer.

The above statement describes generally that which is common between the present invention and the inventions disclosed in the patent granted to me on December 19, 1922 #1,439,081. i

The invention hereinafter described and claimed relates particularly, however, to an improved structure designated in the preceding paragraph as magnetic means carried by the railway locomotive or other railway vehicle and which in the above specified patent I have chosen to call a duplex control valve which designation will be adhered to in this specification.

The principal object of the invention is to providea construction by means of which the magnetic circuit of each valve is completely isolated from the other and also from exterior magnetic circuits, this result being obtained by means of changes of construction of which the insulation introduced at the central point of each inductor plane plays an important part. This construction in effect produces four inductor planes instead of two. as described in my prior patent above referred to.

Another object of the invention is to pro duce means for regulating the amount of magnetic flux through the armature so as to adjust at will the holding power on the arn'iature in order to provide for the valve to open at varying pressures.

Other objects will appear from the subomed specification and claims when read n connection with the accompanying drawings, .in which:

Fig. 1 is a view partly broken away and in side elevation of a portion of a locomotive and also of a portion of a track and thecontrol apparatus, showing the relative positions of the apparatus carried by the locomotive and supported by the track.

Fig. 2 is a longitudinal section of the duplex magneto-control valve embodying my invention, showing also the conduits including the double heading release cock connecting the duplex magneto-control valve with the train stopping apparatus.

Fig. 3 is a section taken both on line 3-3 of Fig.1 and line 83 of Fig. 2.

Fig. 4 is a plan View of the duplex magneto-control valve embodying my invention.

Fig. 5 is a view showing the magnetic circuit of the duplex control valve.

Fig. 6 is a perspective of the inductor plane installation or assembly.

Fig. 7 is a fragmentary view in section showing the junction of the inductor plane laminations andthe extension laminations.

Fig. 8 is a plan of an inductor plane lamination.

Fig. 9 is a plan of an extension lamination.

Fig. 10 is a plan of the inductor'plane non-magnetlc insertion strip.

Before referring particularly to the structure, it is deemed well to repeat that by means of the mechanism which will be hereinafter more particularly described, whatever magnetic circuits are now exterior to the circuits of the valve magnets do not affect the operation in the least and also the magnet controlling one valve does not affect the magnet controlling the other, as is the case with the structure of the duplex control valve described in my Patent #1,4L39,081 above referred to; this being due to the fact that in the former construction the two inductor planes served for both of the valves of the control valve unit, whereas in the present invention and improved construction each inductor plane is divided into two substantially equal parts separated from each other by space and insulation thus affording in practice, the use of four inductor planes, two being utilized for the operation of one valve and two for the operation of the other valve, although from the exterior of the structure it might appear upon casual inspection that each inductor plane extends unbroken throughout its entire length.

Referring apparatus consists of thesubject inatter of the present invention, namely; magneto-duplex control valve unitC for receiving stop actuation from the track, magnet unit T; pneumatic stop valve S for eausingapplication ofthe automatic brake, an application, Serial No. 617,553, for patent-on which is executedand filed of even date herewith, the

latter, that-is the pneumatic stop valves with the valve B being for release and double heading. I

Thetrack' magnet T, may be of any suitable design and construction; for instance, the track magnet disclosed in my prior Patent No. 1,439,081 may be used, or else in place thereof the track magnet described and claimed in my co-pending application Serial No. 574,920 filed.- ul 20, 1922, may

be used. e a

For a complete understanding of the presentinvention it'iis only necessary to say that the track magnet unit T is properly encased, bolted on the track ties and centrally spaced between the rails with its top level substantially atf the-upper surface of the rails and its sides substantially V13 inches from theigauge 'line of the rails; furthermore, it is so situated that there will be a clearance space of about five to six: inches between itand the inductor planes of'the duplex'control valve during the passage of a train.

Normally the magnetic field of the track magnet is in place for automatic stopopera tion and it is diverted only for clear movements by'energizing the electro-magnetcontrol. As fully described in 'my patent and co-pending application above referred to, the deflectionuof the magnetic field results througlr the energization of a-neutral izingelectro-coil control'from a suitable signal battery controlled by a standard relay in the signalcircuits. The installationzofthe electro-vcoil controls of the 1 track magnet is briefly t Fig.1, the locomotivenet is of coursenecessary for operation of the complete installation of which the subectmatter of the present invention forms a part, it is believed that it isonly necessary to say, in the interest of brevity, that either of the track magnets as described in my patent or application above referred to may be used.

I Daplera control cake,

Coming now to a specific detaileddescription of the duplexacontrolval've'zwhichv is the particular subjectamatter of this (invention, reference numeralsare used to refer to the structural parts, and reference letters are used to refer to the air chambers, pipes and conduits.

The duplex control valve consists of two valves which are ldenticalin construction,

and in the interest of clearness it is only necessary at this point to describe but one, except where otherwise stated. 1

For each valve a pair of permanent mag i nets20 hold an armature 13 and a connecting valve stem 12 against the main reservoir pressure in the chamber is. The polepieces 23 are attached to the magnets 20 and to these areclamped pole piece plates 57 by cap screws 58 and binder 48 and thescrews 54. The extension laminations 28 are intere:

assembled with inductor plane laminations 2 1 which latter extend in line with the longitudinal axis of the locomotive sothatthey pass over the track magnetunit at a 01884151 ance of five to six inchesa Attached to the valve 5 are pole piece}- dowels 17which extend through the pole piece plates 57. The armature is held mag:

netically on the top of the dowels 17 and the valve ste1n12 is fastened to the centerof' the armature 13 by means of a nut 11, and it extends downwardly through a guide bush ing 8. A leather seat 22 with a small centrally located hole 0 is held against a seat.

in the valveby means of the bushing 9.

The lower end of the valve stem 12 seats reservoir air pressure in the chamber'k to atmosphere so long as the armature 135sheld againstthe pole dowels 17 by means of the permanent magnets 20.

This structure as above described in general is ordinarily encased in a east: brass housing 2 and is suspended from a connection flange 29 to which it is boltedbysuitagainst-the leather 22, thus sealing the open-2 111g 0 and preventlng the escape of the main able screwthreadedbolts and nuts 11 and42.

The flange 29 is suspended byrigid hangers 1 is installed to be carried in spaced relation above the tracks or running rails ofthe roadbed and extends in a line parallel to the rails.

The cast brass housing 2 is provided with four downwardly extending lugs through which pass the screwthreaded bolts ll which secure the valve housing to the connection flange 29 from which it is suspended. On each side of the valve housing and integral with it, are four extending brackets, each of which is of the same construction and form and only one need therefore be described.

These brackets are provided with openings on the under side, in each of which are mounted extension la-minations 28 of high permeability, such as transformer iron. These extension laminations have securing holes 09 and at each end. They are secured at the inner ends to the pole piece plates 57 by a suitable binder 48 and cap screw 58, and at the external or outer ends the laminations are interplaced between the inductor laminations 24-, as illustrated in Fig. 6, and they 'are fastened by suitable screws 55 to the inductor plane casings, each of which is secured to the lower arms of the 'housing 2 by cap screws 31 and lock washers 32. I

As above described, the structure of the two magneto-pneumatic valves is the same, except for the fact that the duplex magnets are arranged in pairs and one pair has a polarity opposite to that of the other pair.

The duplex magnets 20 are securely clamped to pole pieces 23 by magnet binders 21 and cap screws 14 which, as clearly shown in the drawings, pass through the magnet binder 21 which is recessed to fit the ends of the magnets and hold them in spaced relation to each other, all as clearly shown in Fig. 3.

The pole piece plates 57 are provided with holes through which cap screws 58 extend, and the housing is screwthreaded to receive the screwthreaded ends of the said screws 58, these screws being utilized to hold the extension laminations 28 to the binder 48 of the pole piece plates 57 securely in the housing 2.

The pole pieces 23 to which the magnets 20 are fastened, are secured to the pole piece plates 57 by means of the cap screwsba which also hold a filler block 15 in position. Between the pole pieces 23 and pole piece plates 57 are placed adjusting shims 56 which are made of non-magnetic material, these adjusting shims being used to regulate the amount of magnetic flux through the armature 13. I The placing of the shims between the pole .the top of the chamber is.

pieces 23 and pole piece plates 57 introduce reluctance in the magnetic circuithence the more shims used the less flux through the armature 18, resulting in lessholding power 011 the armature which will result in causing the valve to open at lower pressures, also requiring less flux from the track mags net to neutralize the holding force on the armature 13.

All chambers and recesses of the interior of the mechanism ust described are concentrio with the external surface of the valve stem. A valve stem guide bushing 8 fits snugly in the recess in the top of the valve fitting 5 and extending into the upper face of the valve are two round cavities positioned diametrically opposite each other and into which cavities the pole piece dowels 17 are fitted. A small brass guide pin 80 is securely fastened in the center of one of each pair of pole piece dowels and extends upwardly therefrom to serve as a guide to the armature 13, which armature seats or rests upon the top faces of the pole piece dowels 17.

The armature 13 is provided with a small hole through which the aforesaid brass pin projects and is loosely fitted so that the armature may freely move in vertical direction. This pin is also for the purpose of preventing the armature from turning on the valve stem and away from the pole piece dowels 17. The valve stem 2 is preferably round in cross section and one end is screwthreaded and made smaller in diameter than the other, the smaller end passing through a hole in the armature, the screwthreads thereon receiving and engaging with the valve stem nut 11 to hold the valve and armature structures together.

The armature 18 rests on the bottom of a cup-shaped element 10 which is first titted over the small end of the valve stem 12, the wall 10 of the cup functioning to prevent any moisture that may pass by the stem 12 from flowing onto the armature 13. By

means of the valve stem nut 11 the elements are secured together, yet the valve stem 12 is permitted to freely turn on the armature In assembling this structure the valve ting 5 is inserted in the bottom of the housing 2 through the opening shown. The pole piece dowels pass through and snugly lit in holes in the under side of the magnet pole piece plates 57. The combined valve stem 12 with the attached armature 13 is entered into the valve fitting 5 and the arn'iatureis attracted and held fast on the top faces of the pole piece dowels 17 by the magnetic poles of the magnets 20.

The valve stem 12 extends down through the valve stem guide bushing 8 through the chamber L and the bottom end of the stem which forms the valve proper is flush with The flexible valve seat 22 preferably of. leather, is securely clamped in the chamber by a valve seat bushing 9, and in the center of the leather valve seat is a hole 0, the area of which is less than the-area of the face ofthe valve proper which, in this instance, is the lower end of the valve stem The. area of the'valve exposed to air pressure is reduced, but the eflective pressure on the end of the stem is only slightlyreduced due to the leather seat, because the loath 3 is very.

flexible and depends upon the stem for support. The leather seat QQ-being flexible, is forced by the air pressure against the end of the valve stem 12, thus malntalning a tight seal therewith at all times when the valve is seated.

A cap?) is constructed of cast brass and is secured tothe under side of the du alex control valve by-suitable bolts 54 and-sealed by means of a gasket 40, and this cap is providedwith air passages which will be hereinafter described.

Extending from the top faceor flange portions of the cap 8 and integral with it is a tubular or cylindrical element forming the chamber 2' which contains a strainer made up of the following parts: a bottom strainer 51, strainer shell 52 and atop strainer 50 within which is placed curled hair 53. The strainer is fitted through the opening in the top of the cap, the opening being screw-threaded to receive the strainer nipple 4 which when screwed down tight in position with its shoulder abutting againstthe top of the cap 3, forms an air tight closure. The strainer nipple 4c is fastened into the topof the cylindrical portion of the cap by suitable screwthreads andit has an air passage 831- tending axially therethrough.- The bottom of the nipple 4; is provided with a strainer nipple tube 59 which passes down through the strainer tube 49. This structure is provided to carry all fluid pressure into the; chamber i, which chamber is for'the pur post of collecting water and sediment.

From the chamber 2' the fluid under pressure passes through the strainer 51, curled hair 53, strainer 50 and is led off through-the passages j which enter at the top of the strainer chamber to chamber k of each valve. The strainer nipple 4 extends up through an opening in the bottom of the valve housing- 2, the top of the nipple being substantially flush with the top of the valve housing cover 19. i

In the bottom of the cap 3 is a screwthreaded opening to receivea plug 6. 'VVhen the plug is screwed up tight into position with its shoulderagainst the bottom of the cap 3, it forms the air tight chamber 6. 1 hole is drilled partly through the plug 6 in the center thereof, extending into a hole drilled radially through the shoulder of the plug, these holes being so situated as to drain the dirt and water from the strainer when the plugfi isunscrewed a few turns to expose the radial hole in its shoulderito the atmosphere.-

- The protecting caslng 2-ofthe duplexflfl I control valve is also provided with two-rec-r i 1 tangular channels into which fillerblocks 15 control valve should be unduly bent or bro-v ken. The inductor plane casing 'lti which: contains the inductor plane laminations 24 is i 1 constructed with safety pipe-nipples=25- and it 27 runninglengthwise thereofand secured 9n thereto bysc-rews47 and39. Thepipes 25- and 27 are connected by means of breakable safety nipple couplings 45, which couplings are constructed of abrittlamaterialwhich .is made preferably froma Babbitt: metal consisting of lead and antimony. If the inductor planes are bent or broken the safety nipple couplings 45 will break and airpres sure-will be vented to the atmosphere;cansing application of the brakesin exactly the sameway as if the valves 5 andfil2 had been released by the armaturerin the regular way.-

The structures by means of which the magnetic circuit of each valve is "completely i isolated from the other and 'filSOflOllI eXte+ rior magnetic circuits are clearly illustrated: in Figsl to 10, one of the magneticcircuits of the duplex control valve-being illustratede' in Fig.5. V

In Fig. 6 is illustrated the duplex control valve-lamination assembly in which Qatiudi sates the inductor plane-laminations in four groups,- consistingpreferably of 1 seven =each,- and 28 the extension laminations in four groups, preferably of six each, and '57 i the pole piece plates with holes58 for the reception of the bolts 58, and holes 5% for a the reception of the cap screws or bolts 54. p

In the laminations are shownbolt holes 555 for the-reception of theholding screws 55.

The extension laminations QS andthe inductor plane laminations 24: are interlaiid one within the other at V, as shownin Figs.-

6 and 7'. V

Sheets or stripsofnon-magnetic material 46 fitinsideo'f the inductor plane *casings 16 on each side of the valve structure :ex-

tending the entire length thereof and cover the laminations on eachsidefithe said sheets substantially rectangular bronze or strips being secured to the laminations and to the casings by means of screws 55 which secure the respective groups of laminations to the casings. Air insulating spaces Z, Z" are thus provided between the adjacent ends of the groups of laminations, which spaces are bridged by the nonmagnetic sheetsor strips it, the inductor plane laminations and the extension laininations and the non-magnetic strips being each illustrated in Figs. 8 to 10.

The non-magnetic strip e6 forms the bottom of the casing 16 and its function is to hold the flexible steel laminations together and to protect tiein. The non-magnetic strip is preferably of brass, though of course it could be made of fibre. hen a brass strip is used the small air. space at the edge of the casing is filled in with heavy paint.

By means of this construction tour in ductor planes, are produced and this is a decided improvement over the two inductor planes of the devices oi the prior art, for the reason that each pair of inductor planes forms elements controlling a valve inde pendent of the other. The magnet controlling one valve does not affect the magnet controlling the other valve inasmuch as there is no magnetic circuit from the magnet of one valve to the armature of the other valve.

The magnets are so positioned that the duplex control valve will operate when the train is running in either direction, and furthermore, any adjustment to one valve does not affect the other.

Double heading release 0007c and eemzee time.

The doubl heading release cock R is a casting with two bosses, one at the top and one at the bottom of the main casting. The cock t is divided into two chambers between which is formed a. slot to receive a lever handle 200. Tapered plug cocks 800 and 400 are entered through the bosses, the small ends of the plug cocks being flattened, both,

200 the entering an opening in the lever handle so that they may turn together when lever is operated.

Pressing against the larger ends of the plug cocks 300 and 400 and encased in the bosses are springs 600 for the purpose oi. holding the plug cocks 800 and 400 normally into their seats. The bosses are screwthreaded and fitting therein are two screw plugs 500 to hold the springs in place and cause them to exert pressure on the plugs 300 and 400.

The entrance ports to the chambers are suitably screwthreaded for connection by means of suitable pipes and fittings, the, chamber in which the plug cock 300 operates being connected by pipe (Z r leading to the standard air brake double cock A, and the chamber in which the cock 400' operates being connected by the pipe 9 to the train'stop S.

In the plug cock .00 is a port so arranged that with the lever 200 in the double heading release position and the air passage 9 closed, any pressure building up in the air passage 7: will, through leakage, vent to atmosphere through the port r The double heading release cock B may be so located on the engine that in order to' gain access to it the engineer must dismount from his cab. This cock isalso used to cut out the operation of the train stop mecha nism when the air control is cut oil from the following engine or engines, when more than one engine is used on the train.

As will be clearly understood from the drawing the double heading release cock R has air passages, one of which is interposed between the pipe 9 and the pipe h, the latter leading to the magneto-pneumatic duplex control valve C, and the other (Zr is connected by suitable pipes and vents to a special cock B which is attached to the engineers brake valve A and exhausts to the atmosphere.

The double heading release cock is so constructed that when in running position and the air passage 71. which supplies the magneto-pneumatic valve C is open, the air passage (Zr is closed by means of the plug cock 300. Conversely, when the air passage h is closed, the air passage do is open and the double heading release cock is thus in double heading and released position. The plug cocks 300 and 400 are attached to a common lever handle 200 and operate simultaneously.

In order to permit restoration to normal position of the duplex control valve units after exhausting to the air, the air passage it must be cut oil, and this is done by turning the lever handle 200 to released position. lVhen the control valve units have been restored to normal position, the air supply must be renewed, and this is also done by returning the lever handle 200 to running position. Failure to do so will leave the brakes still unable to release, as the air is exhausting through the air passage (Zr and plug cock 300. r

Operation.

The track is divided, as known, into a series of blocks insulated from each other and a single permanent magnet unit is suitably installed within or at the entrance of each block in an insulated track section or one or more rail lengths.

The track magnet not shown in detail preferably comprises a permanent magnet the magnetic field of which, when acting alone, is capable of controlling the operation of the train stopping means carried by the train every time a train passes ever the magnet, since it has a polarity opposite to that of one of the valve magnets. The track mag netsalso comprise electro-coils"associated with the permanent magnets and, when ent ,ergized,capable of=neutralizing or diverting the magnetic field of the permanent magnets.

Tl1ese;el ectro-coils are energized whenever their circuit is closed by a train closing the tracktand line circuits of a system to pro- 10 vide clearzsignals, all as clearly described in the PatentwNo. 1,439,081 and application Serial NQ- 574,920 above referred to, and

. thus act to;diver.t1the free field of the track magnet, thereby preventing: it from causing r clear and-their circuit will not be closed by- 1 the approach of a train when the :block ahead is occupied,:thereby permitting the tra ckimagnet to act upon the train stopping mechanism. The :reason the electro-magnet coils act upon the track magnet to divert .7. its field is due to the fact :that'the former isstronger than the' permanenttrack magnet and its polarity is-opposite thereto. @The" electro-coils may be operated in sev- "eral; ways by the use of a relay, the circuit 1 of which: is controlled by the block aheadg in o r'they may be operated by reason of the ;tact that they are in circuit-with the rails of I thel blocklli'In -the latter instance, however, the battery would have to be very strong, and therefore to prevent eXcessive'use of the battery they arefpreferably in circuit with if a short track section of several rail lengths, and thiscircuit iselosedupon the entrance 'Wo fL-the? first wheels therein, the Wheels and axle acting 'as' a switch the circuit.

I ZWhen a trainpasses over a track magnet 1 V its field aotsupon theinductor planes of the "gdu'plex :coritrollvalve F which causes are- .-,'versalof vpolarity in one of the-armatures' thereof, and 'thus permits the release of the v armature from the poles installed as-hereinabove described in-"theduplex control valve, thereby permitting the opening of the; valve therein because of the air-pressure normally exerted thereon, which action results in the ,application of the: brakes and the stopping :"cf .the train.

.Ea'ch magneto-pneumatic control valve comprises :a', permanent duplex horseshoe 'pi gnetwah polepieces eXtendingupwardly and'downwardly and terminating in broad 1 rfiat pole pieces,'and an armature normally 6 attracted to the in'ne'rfends of the extended 1. serying asafvent valve" which, when the armature is'attracted by thepOle pieces of the'horseshoe magnets, closes the ports to atmosphere, and when the armature is rethe valve is opened by the air pressure which is constantly supplied thereto, thus allowing the "main'reservoir pressure, which is normally held inthe chamber of the pneumatic leased fromthe magnet control of the poles,

the air pressure upon the lower face of the valve to which the valve armature is secured,

causes the valve to open and thereby actuate the pneumatic valve, which resultsin' the automatic application of the brakes.

Only one of the magneto-pneumaticcontrol valves is operated atany one time, the magnets of the two halves, as hereinabove stated, being so arranged as to be of opposite polarity; that is, the south pole of one and the north pole of the other are in a line parallel to the center line of the track, and all, the track magnets are installed in the same manner and the same polarity. One of the locomotive magnets, therefore, isalways of a polarity opposite to that of the track magnet, regardless of the direction the locomotive is headed and also regardless of the. position of the track magnet; thus the mag net of the locomotive duplex valve, which is of opposite polarity to the track magnet, is theone that is the operative locomotive magnet. a

As thetrack magnet is of much greater magnetic strength than the locomotive magnet, the polarity ofthe armature of the operative control valve magnet 1s reversed,

due to magnetic induction when the train enters the free field-of the track magnet, and as long as it remains there, causes the armature to be released, thereby permitting the vent valve to open which results in the operation of the pneumatic valve.

The advantage of providing duplicate valve strnctures and duplicate magnetic structures, the latter of which. it is to be noted are duplicates save as to their polarity, is to permit the operation of the train stop irrespective of the direction in which the train :is going, and alsoirrespective of the position that the train magnet of a block may take when itis installed. Two valve units are provided to ensure that the polarity of at least onewill always be opposite to that of the track magnet, regardless of the direction. the locomotiveis headed or running,- and also. opposite to, the polarity of thetra'ck magnet regardless of its position along the rails. The valve equipped with the magnets having an opposite polarity to that of the track magnet is the one that operates, and thus only one is operative at any one time.

The construction, installation and operation of the magnetic elements of the entire system, both track and train, having been clearly described, reference will now be made to the functioning of the air in the air ducts to produce the deslred effects, which ducts are opened or closed by the operation of the ma lets.

The main reservoir air flows from the chamber in the train stop into the pipe 9, through the release cock R, thence through the pipe it, strainerconnection nipple 4, connection nipple 59 of the'control valve G into the chamber e' which is provided to collect water and sediment. From the chamber 2' the air then passes through the strainer 51, the body of curled hair 53 and the strainer into the passage j, thence to the lower end or" the valve stem 12 in the chamber is,

' which chamber is provided in the valve seat bushing 9, pressure being built up in said chamber is.

Assuming that the duplex valve carried on the locomotive is out of the free field of the track magnet, the armatures of the duplex control valve will be held down against the pole piece dowels by magnetic attraction. Due to the air pressure in the chamber Zr: there will be an upward force exerted on the end of the valve stem 12, but the magnetic attraction on the armature is sutliciently strong to hold against this pressure.

In normal posit-ion the train pipe air pressure is built up in the ports, passages and chambers provided therefor.

lVhen the locomotive or railway vehicle carrying the duplex control valve passes over a permanent track magnet and the ex tending inductor planes of the duplex valve enter the tree magnetic field of thetrack magnet,.the polarity of the magnet of the operative valve in the duplex control valve is reversed due to magnetic induction, the magnetism of the track magnet, as heretofore stated, being of much greater magnetic strength than that of the valve magnets. This condition remains just as long as the planes are in the free magnetic field of the track magnet, which is a sufficient interval to apply the brakes and stop the train irrespective of the speed of the train. This reversal of polarity causes the armature in the duplex control valve to be released and re pelled from the pole piece dowels, thereby permitting the air pressure in the chamber to force the valve stem 12 upwardly against the valve stem stop and to escape to atmosphere through the chamber I. ports m, curled hair strainer 53 and vent ports a,

This operation in connection with the functioning of the train stop S, which is the subject matter of the applicationexecuted and filed simultaneously herewith, causes the brake pipe reduction necessary to apply the brakes and the brake pipe exhaust to continue until th apparatus is restored to normal position.

After the device is operated and the operative field of thetrack magnet passed by and the train brought to a stop, the double heading lever 200 of the double heading re lease cock It is manually moved to released position and the lever 200 being operated preferably from a position outside of the cab, requiring the engineer to dismount therefrom. This operation of the lever 200 closes the lower plug cock, cutting off communication from the pipe 9 to the pipe 71, and venting any remaining pressure in the chamber to the atmosphere through the port 7 in the double heading cock, thus relieving the pressure on the end of the valve stem.

The weight of the movable valve stem and nut causes the armature to drop by gravity into the operative field of the valve magnets and the armature is again attracted and restored to normal position and the valve 5 is closed. The lever 200 of the double heading release cock is then returned to running position and the main reservoir pressure again builds up in the brake pipe.

While the lever 200 is in released position, the upper plug cock 800 of the double heading release valve is open, allowing the brake pipe pressure to flow through the double heading cock, through the pipe (Zr and thenc toatmosphere through the release valve R. The lever 200 must be returned to running position for-the purpose of closing the exhaust port to this cock, thereby en suring that the lower cock will be open and in proper operative position. Failure to do so will leave the brake still unreleased as air is exhausting through the pipe (Zr and plug cock 800.

The returning of the lever 200 to running position allows the main reservoir pressure to build up again in the train stop S.

In double heading in all engines following the first, the air conduit leading from the engineers automatic control valve A is closed thus preventing the engineer from operating the train brakes. It is also necessary that the train stops on all following engines be made inoperative and the double release cock R provides this means.

lVhen the handle 200 is placed in released or double heading position, the vent pipe air from the stop to the control valves is cut oif and the pipe leading from the engineers control valve is closed first. Should the engineer fail to place the handle 200 in running position after double heading, the

brakes will be applied as soon as he turns the'doublc headmg cock to running posiheading release cock R.

tion, because the brake pipe will be.;vented through the plug cock 300 01? the double Upon the automatic service application of the brakes the engineer can increase the rate of application, but he can only release through the operation of the release cock that is under or 1n thelocomotive cab.

As clearly: set forth in the above descriptionvair only controls the operation ofthe locomotive apparatus and no batteries or electric wires. are used, which is a very great 'desideratum in this art.

It has been found preferable to construct V the valve parts of bronze.

Summary.

. Tosumup, the'essentials of theoperation :are: The track magnet norm'ally'provides positive actuation of the automatic stop apparatns on thelocomotive. The free magnetic field of the track magnet acts definitely on the particular control valve pole piece which has an opposite polarity to i thatof the respective poles of the track magnet when the train passes through its free magnetic field. This opposite polarity of the control valve pole piece depends upon the direction in whlch the tralnis running,

the magnets being so installed, as clearly described above, that when the train is running in one direction, on-evalve is operated, and when the train is running in the other direction, the other valve is operated, each valve alone controlling the mechanism which causes application of the brakes. )The mag net armature attachedto the particular valve to be operated is released and repelled, thus permitting air under pressure in the chamber to exert itself on the under side of the valve rod 12 through the hole '0 inthe diaphragm 22. The fluid under pressure then carries with it the valve stem, thus opening the valve to cause the operation of the pneumatic stop valve S and consequent. application of the brakes. V

As hercinabove described, the magnetic circuit is clearly illustrated in .Fig. 5,2md Figs. 6 to 10 clearly illustrate thestructure by means of which four inductor planes are provided (two pair), one pair governing the operation of one of the valves, and the other spective inductor planes.

1. A. device of thetype described which comprises a pair of vent valves, a pair of 'permanent magnets controlling saidvalves,

a pair of inductor planes connected to the poles of one of said magnets, and a separatepair of inductor planes connected to the poles of the other of said magnets.

2. A. device of the type described which comprises a pair of vent valves, 2. pair of permanent magnets controlling, said valves,

the polarity of one ofsaid magnets being reversed to that. of the other, a pair of aligned separate inductor planes, one connected to apole of one of said magnets and the other connected to the adjacent pole of the other magnet, and similar parallel aligned inductor planes similarly connected to the opposite poles of said magnets.

3. In a device of the type described, an inductor plane which comprises. a casing mounted in fixed position to move at a slight distance above a right of wa a number of horizontal laminations of magnetic material mounted in fixed position in said casing, and acover of non-magnetic.mater al for said laniinations.

4. An inductor plane which comprises a casing, a number of laminatlons of magnetic material in said casing, a cover of non- 1 magnetic material; for said laminations, ex-

tension laminations having their end portions interposed between the laminations in said casing and a cover of non-magnetic ma terial for said laminations in said casing.

v5. In a device of the type described, an inductor plane unit which comprises a easing' mounted to be carried over and slightly spaced from a right of Way, a pair of inductor planes mounted in fixed position in said .casing, said inductor planes being formed of horizontal laminations, laminated extensions extending. sidewise from said planes, and a cover of non-magnetic material for said casing,

6,- Ina device of the type described, an inductorplane unit which comprises,a cas- 1ng,'a'pair of independent inductor planes mountedin fixed position in said casing, and

separate extensions extending sidewise from the adjacent ends of said inductor planes.

7 7. A device of the type described which comprises a chamber, a, pair of vent valves for said chamber, a pair of permanent magnets controlling said valves, the polarity of one of said magnets being the reverse of that of the other magnet, a pair of independent inductor planes for each magnet,

said planes being formed of laminations, and independent connecting laminations connected to the respective poles of said magnets and having end portions interpositioned between the laminations of their re- 8. A device of the type comprises a permanenthorseshoe magnet,

described which I pole pieces for said magnet, pole piece plates for said pole pieces, shims between said plates and pole pieces, an armature spanning said plates, a vent valve controlled by said armature, and inductor planes connected to said pole piece plates.

'9. A device of the type described which comprises a permanent horseshoe magnet, pole pieces for said magnet, pole piece plates for said pole pieces, shims between said plates and pole pieces, an armature spanning said plates, a vent valve controlled by said armature, laminated inductor planes for said magnets, and laminated conductor pieces attached to said pole piece plates and having their ends interplaced between the laminations of said inductor planes.

10. A device of the type described which comprises a permanent horseshoe magnet, pole pieces for said magnet, pole piece plates for said pole pieces, an armature spanning said plates, a vent valve controlled by said armature, laminated inductor planes for said magnets and extensions from said planes to the pole piece plates of the respective poles of said magnet.

11. A device of the type described which comprises a chamber, a valve for said chamber, a permanent horseshoe magnet, pole pieces for said magnet, pole piece plates for said pole pieces, an armature spanning said plates and controlling the position of. said valve, a pair of inductor planes connected to said pole piece plates, a second valve for said chamber, a permanent magnet having a polarity reversed to that of the first magnet, and having similar pole pieces, plates and a separate pair of inductor planes.

12. In a device of the type described, a casing, a pair oi" aligned inductor planes in said casing having their adjacent ends slightly spaced, said inductor planes being formed of superposed laminations, a cover of non-magnetic material for said inductor planes, and a laminated extension for each of said inductor planes having the laminations projecting between the laminations of its respective inductor plane.

13. A device of the type described which comprises a housing, a conduit in said housing, a strainer about said conduit, passages from said strainer, a pair of vent valves controlling the venting of said passages strainers between said Vents and the at mosphcre, a permanent magnet for each valve, the polarity oi the magnet of one valve being reversed to that of the other, and a pair of independent inductor planes for each valve magnet.

14. A device of the type described which comprises a pressure fluid chamber, a vent orifice in said chamber, a valve stem membciclosing said orifice, a permanent magnet, pole piece plates for said magnet, non-magnetic shims between said pole piece plates and said magnet, and an armature spanning said pole piece plates and holding said valve stem. 7

15. A device of the type described which comprises a pressure fluid chamber, a vent orifice in said chamber, a valve stem member closing said orifice, a permanent magnet, an armature for said magnet and controlling said valve stem, and non-magnetic shims between said armature and said magnet.

16. A device of the type described which comprises a housing having passageways, a pair of vent valves for said passageways, magnetic control means for said valves, and a strainer between said valves and the atmosphere.

17. A device of the type described which comprises a chamber, an orifice in a wall of said chamber, a vent valve resting on and closing said orifice, magnetic means for holding said valve on said orifice, passages from said valve to the atmosphere, and a fibrous strainer in said passages.

HOWARD S. FOLKER. 

